WO2011161814A1

WO2011161814A1 - Electrically driven vehicle and method of controlling thereof

Info

Publication number: WO2011161814A1
Application number: PCT/JP2010/060852
Authority: WO
Inventors: 山本　雅哉; 優仲尾
Original assignee: トヨタ自動車株式会社
Priority date: 2010-06-25
Filing date: 2010-06-25
Publication date: 2011-12-29
Also published as: EP2586644A4; EP2586644B1; EP2586644A1; CN102958740B; US20130096764A1; CN102958740A; JPWO2011161814A1; JP5418676B2; US8755963B2

Abstract

Motor driving that uses just the output of a rotating electrical machine, which uses power of a vehicle-mounted storage battery apparatus, can be applied to an electrically driven vehicle, within an area inside a maximum output line (350) for motor driving. The maximum output line (350) is comprised of straight-line portions that prescribe the upper-limit torque (TMmax) and upper-limit vehicle speed (VMmax) upon motor driving, and a curved-line portion that prescribes the upper-limit output power. When the upper-limit value (Wout) for output power from the storage battery apparatus is limited due to a rise in the electric-current load or decrease in the SOC of the storage battery apparatus, the driving range within which motor driving can be applied will become narrower. Operation within a high-revolution range where efficiency drops is avoided, by changing the upper-limit vehicle-speed (VMmax) for motor driving in accordance with the SOC and/or the electric-current load of the storage battery apparatus. This enables a long driving period to be secured, without being limited by the upper-limit value (Wout) for output power.

Description

Electric vehicle and control method thereof

The present invention relates to an electric vehicle and a method for controlling the electric vehicle, and more particularly, to traveling control of an electric vehicle capable of traveling only with an output of a rotating electric machine.

An electric vehicle configured such that a rotating electric machine generates a vehicle driving force by electric power from a secondary battery mounted on the vehicle is attracting attention. For example, development of hybrid vehicles, fuel cell vehicles, electric vehicles, and the like is underway as electric vehicles. In such an electric vehicle, traveling control is required to achieve both avoidance of overcharge / discharge of the in-vehicle secondary battery and ensuring of driving performance according to the driver's request.

Japanese Patent Laid-Open No. 2006-109650 (Patent Document 1) describes a vehicle control device and a vehicle control method. In Patent Document 1, an upper limit value or a lower limit value of a change amount of torque generated by a drive motor that is a rotating electrical machine that generates vehicle drive force is set as a limit value of output power or input power of a secondary battery and a vehicle speed. It describes that it sets based on. Thus, the drive motor is directed to output the torque required by the driver without causing overcharge / discharge of the secondary battery.

JP 2006-109650 A

As described in Patent Document 1, the upper limit values of the input power and output power of the secondary battery are generally set based on the state of charge (SOC) and temperature of the secondary battery. It is. The output of the drive motor is set so that the output power of the secondary battery does not exceed the upper limit value. For this reason, when the output power upper limit value is severely restricted due to the SOC decrease or temperature rise of the secondary battery, the output of the drive motor is also restricted.

A hybrid vehicle equipped with a rotating electric machine and an engine is known as an embodiment of an electric vehicle. In the hybrid vehicle, traveling using only the output of the rotating electrical machine and traveling using the output of the rotating electrical machine and the engine are properly used. Thereby, energy efficiency is improved (that is, fuel efficiency is improved) by limiting the operation of the engine to the high efficiency region while effectively using the stored power of the secondary battery. In particular, in a so-called plug-in hybrid vehicle in which a vehicle-mounted secondary battery can be charged by a power source external to the vehicle, it is directed to actively select traveling based only on the output of the rotating electrical machine. However, when the output power of the secondary battery is severely limited as described above, the operation of the engine becomes more frequent than usual in order to ensure output and acceleration performance. As a result, there is concern about a decrease in energy efficiency (that is, deterioration in fuel consumption) and deterioration in emissions.

In addition, in an electric vehicle (for example, an electric vehicle) in which only the rotating electrical machine is a source of vehicle driving force, when the output power of the secondary battery is severely limited as described above, the acceleration performance that meets the driver's request As a result, the driving performance (drivability) may be reduced.

On the other hand, at high vehicle speeds, running resistance increases, so even in steady running without acceleration, there is a tendency to be in a high load state. For this reason, when the high vehicle speed traveling only by the output of the rotating electrical machine is continued, the state in which the output current from the secondary battery, that is, the passing current of the electric system for driving and controlling the rotating electrical machine is relatively large continues. There is a fear. As a result, in order to suppress the temperature rise of the components of the electrical system and the increase in the load of the secondary battery, the limit value of the output power as described above tends to be severely restricted. Furthermore, once the output power is severely restricted, this restriction continues until the SOC drop or temperature rise is recovered, so the above problem may continue for a relatively long period of time.

The present invention has been made in order to solve such problems, and an object of the present invention is to perform vehicle travel using only the output of the rotating electrical machine so as to improve the energy efficiency and drivability of the electric vehicle. It is to set the upper limit vehicle speed appropriately.

In one aspect of the present invention, an electric vehicle includes a rotating electric machine for generating vehicle driving force, a power storage device mounted on the vehicle, and a power control unit for performing power conversion between the power storage device and the rotating electric machine. And a control device for controlling vehicle travel. The control device includes an upper limit vehicle speed setting unit. The upper limit vehicle speed setting unit is configured to variably set the upper limit vehicle speed for vehicle travel based only on the output of the rotating electrical machine based on at least one of the state of charge of the power storage device and the output current of the power storage device.

Preferably, when the upper limit vehicle speed is variably set based on the SOC indicating the state of charge, the upper limit vehicle speed setting unit sets the upper limit vehicle speed lower when the SOC is low than when the SOC is high, and sets the output current to When the upper limit vehicle speed is variably set based on this, when the output current is large, the upper limit vehicle speed is set lower than when the output current is small.

Also preferably, the control device further includes a travel control unit. When the vehicle speed exceeds the upper limit vehicle speed, the travel control unit is configured to control the vehicle travel so as to prohibit the continuation of the vehicle travel only by the output of the rotating electrical machine, which further increases the output of the rotating electrical machine.

Preferably, the control device further includes a charge state estimation unit, a current load estimation unit, and a charge / discharge control unit. The charge state estimation unit is configured to calculate an estimated SOC value of the power storage device based on an output of a sensor arranged in the power storage device. The current load estimation unit is configured to calculate a current load parameter indicating a thermal load of the device due to the passage of the output current based on the output current of the power storage device. The charge / discharge control unit is configured to variably set the output power upper limit value of the power storage device based on the calculated estimated SOC value and current load parameter. The upper limit vehicle speed setting unit variably sets the upper limit vehicle speed based on at least the calculated current load parameter.

More preferably, the upper limit vehicle speed setting unit sets the upper limit according to the first upper limit speed variably set according to the current load parameter and the minimum value of the second upper limit speed variably set according to the SOC estimated value. Set the vehicle speed.

Preferably, the electrically powered vehicle charges the power storage device by an internal combustion engine for generating vehicle driving force, a power generation mechanism configured to generate charging power for the power storage device by the output of the internal combustion engine, and a power source external to the vehicle And an external charging unit. The control device further includes a travel mode selection unit and a travel control unit. The mode selection unit includes a first traveling mode (EV mode) in which the internal combustion engine and the rotating electrical machine are used so as to travel mainly by the output of the rotating electrical machine regardless of the SOC of the electrical storage device, depending on the state of charge of the electrical storage device. Then, one of the second traveling mode (HV mode) using the internal combustion engine and the rotating electric machine is selected so as to travel while maintaining the SOC of the power storage device within a predetermined control range. In the first traveling mode, the traveling control unit travels by the output of only the rotating electrical machine when the torque and the vehicle speed of the electric vehicle are within the first region, and when outside the first region. The rotating electrical machine and the internal combustion engine are controlled so as to travel by the outputs of both the rotating electrical machine and the internal combustion engine. The first area is set reflecting the upper limit vehicle speed set by the upper limit vehicle speed setting unit.

More preferably, in the second traveling mode, the traveling control unit travels by the output of only the rotating electric machine when the torque and the vehicle speed of the electric vehicle are within the second region, while the outside of the second region The rotary electric machine and the internal combustion engine so that the electric power is generated by the power generation mechanism when the SOC of the power storage device falls below the control range. Control. The upper limit vehicle speed in the second region is set regardless of the state of the power storage device.

Alternatively, preferably, the electric vehicle is an electric vehicle that uses only a rotating electric machine as a generation source of vehicle driving force. The control device further includes a travel control unit for prohibiting the output of the vehicle driving force by the rotating electrical machine while the vehicle speed exceeds the upper limit vehicle speed by the upper limit vehicle speed setting unit.

In another aspect of the present invention, there is provided a method for controlling an electric vehicle, wherein the electric vehicle performs power conversion between a rotating electrical machine for generating vehicle driving force, a power storage device, and the power storage device and the rotating electrical machine. Power control unit. The control method variably sets the upper limit vehicle speed for vehicle travel based only on the output of the rotating electrical machine based on the step of obtaining the charge state of the power storage device and the output current of the power storage device, and at least one of the charge state and the output current. Steps.

Preferably, in the step of setting, when the upper limit vehicle speed is variably set based on the state of charge, when the SOC is low, the upper limit vehicle speed is set lower than when the SOC is high, and the upper limit vehicle speed is set based on the output current. If the output current is large, the upper limit vehicle speed is set lower than when the output current is small.

Preferably, the control method further includes a step of controlling the vehicle travel so as to prohibit the continuation of the vehicle travel only by the output of the rotating electrical machine, when the vehicle speed exceeds the upper limit vehicle speed, further increasing the output of the rotating electrical machine. Further prepare.

Preferably, in the obtaining step, the control method calculates a remaining capacity estimated value of the power storage device based on an output of a sensor arranged in the power storage device, and calculates an output current based on the output current of the power storage device. Calculating a current load parameter indicating a thermal load of the device due to passage. The control method further includes a step of variably setting the output power upper limit value of the power storage device based on the calculated estimated SOC value and current load parameter. The step of setting the upper limit vehicle speed variably sets the upper limit vehicle speed based on at least the calculated current load parameter.

More preferably, the step of setting the upper limit vehicle speed includes a step of variably setting the first upper limit speed according to the current load parameter, a step of variably setting the second upper limit speed according to the SOC estimation value, Setting an upper limit vehicle speed according to a minimum value of the first upper limit speed and the second upper limit speed.

Preferably, the electric vehicle includes an internal combustion engine for generating a vehicle driving force, a power generation mechanism configured to generate charging power for the power storage device based on an output of the internal combustion engine, and a power source external to the vehicle. And an external charging unit for charging. The control method includes a first travel mode in which the internal combustion engine and the rotating electrical machine are used to travel mainly by the output of the rotating electrical machine regardless of the SOC of the electrical storage device, and the SOC of the electrical storage device, depending on the state of charge of the electrical storage device. Selecting one of the second travel mode using the internal combustion engine and the rotating electric machine so that the vehicle travels while maintaining within a predetermined control range, and in the first travel mode, the torque and the vehicle speed of the electric vehicle are The rotary electric machine and the internal combustion engine are driven so as to travel by the output of only the rotary electric machine when inside the first region, while they run by the output of both the rotary electric machine and the internal combustion engine when outside the first region. And a step of controlling the engine. And the 1st field is set reflecting the upper limit vehicle speed set up variably.

More preferably, in the second traveling mode, the step of controlling is to travel by the output of only the rotating electrical machine when the torque and the vehicle speed of the electric vehicle are within the second region, while outside the second region. The rotating electrical machine and the internal combustion engine so that the electric power is generated by the power generation mechanism when the remaining capacity of the power storage device falls below the control range. To control. The upper limit vehicle speed in the second region is set regardless of the state of the power storage device.

Alternatively, preferably, the electric vehicle is an electric vehicle that uses only a rotating electric machine as a generation source of vehicle driving force. The control method further includes a step of controlling the vehicle travel so as to prohibit the output of the vehicle driving force by the rotating electrical machine when the vehicle speed exceeds the upper limit vehicle speed.

According to the present invention, it is possible to appropriately set the upper limit vehicle speed for vehicle travel based only on the output of the rotating electrical machine so that the energy efficiency and drivability of the electric vehicle are improved.

1 is a block diagram showing a schematic configuration of a hybrid vehicle which is an example of an electric vehicle according to Embodiment 1 of the present invention. FIG. 2 is a schematic configuration diagram of a power split mechanism shown in FIG. 1. FIG. 2 is a collinear diagram showing a relationship between rotational speeds of the engine shown in FIG. 1 and MG1 and MG2. It is a functional block diagram explaining the traveling control in the electric vehicle by Embodiment 1 of this invention. It is a conceptual diagram explaining the heat load design of an apparatus. FIG. 6 is a waveform diagram illustrating an example of selection of a travel mode with respect to SOC transition in the electric vehicle according to the first embodiment. 5 is a conceptual diagram illustrating selection of motor travel and hybrid travel in the electric vehicle according to Embodiment 1. FIG. FIG. 5 is a conceptual diagram illustrating setting of a motor traveling upper limit vehicle speed in the electric vehicle according to the first embodiment. It is a conceptual diagram explaining the setting of the motor driving | running | working upper limit vehicle speed with respect to a battery load parameter. It is a conceptual diagram explaining the setting of the motor driving | running | working upper limit vehicle speed with respect to SOC of an electrical storage apparatus. FIG. 3 is a conceptual diagram illustrating an example of vehicle speed limitation in motor traveling of the electric vehicle according to the first embodiment. 3 is a flowchart showing a processing procedure of travel control in the electric vehicle according to the first embodiment. It is a flowchart which shows the setting process sequence of a motor driving | running | working upper limit vehicle speed. FIG. 6 is a conceptual diagram illustrating a preferable setting example of a motor traveling upper limit vehicle speed in the electric vehicle according to the first embodiment. It is a block diagram which shows schematic structure of the electric vehicle which is an example of the electric vehicle by Embodiment 2 of this invention. FIG. 9 is a conceptual diagram illustrating setting of an upper limit vehicle speed in an electric vehicle according to a second embodiment.

Hereinafter, embodiments of the present invention will be described in detail with reference to the drawings. In the following, the same or corresponding parts in the drawings are denoted by the same reference numerals, and the description thereof will not be repeated in principle.

[Embodiment 1]
In the first embodiment, a hybrid vehicle (plug-in hybrid vehicle) equipped with a secondary battery that can be charged by a power source outside the vehicle is illustrated as an electric vehicle according to the embodiment of the present invention.

FIG. 1 is a block diagram showing a schematic configuration of a hybrid vehicle which is an example of an electric vehicle according to Embodiment 1 of the present invention.

Referring to FIG. 1, hybrid vehicle 5 is equipped with an internal combustion engine (engine) 18 and motor generators MG1 and MG2, and travels with their outputs controlled to optimum ratios. The hybrid vehicle 5 further includes a power storage device 10.

The power storage device 10 is a rechargeable power storage element, and typically includes a secondary battery such as a lithium ion battery or nickel metal hydride. Or you may comprise the electrical storage apparatus 10 by electric power storage elements other than secondary batteries, such as an electric double layer capacitor. FIG. 1 shows a system configuration related to charging / discharging of the power storage device 10 in the hybrid vehicle 5.

Power storage device 10 can input / output electric power to / from motor generators MG1, MG2 through power conversion by electric power control unit 20 in the system start-up state of hybrid vehicle 5 (hereinafter also referred to as “IG on state”). is there.

Further, the power storage device 10 is connected to a power source (not shown, hereinafter referred to as “not shown”) by electrical connection via the connector unit 3 while the hybrid vehicle 5 is stopped (hereinafter also referred to as “IG off state”). It can also be charged by an external power source. Note that the external power supply supplied to the hybrid vehicle 5 via the connector unit 3 may be power generated by a solar panel installed on a roof of a house or the like instead of or in addition to a commercial power supply. . Details of charging the power storage device 10 by an external power source (hereinafter also referred to as “external charging”) will be described later.

The monitoring unit 11 outputs the temperature Tb, the voltage Vb, and the current Ib as the state detection values of the power storage device 10 based on the outputs of the temperature sensor 12, the voltage sensor 13, and the current sensor 14 provided in the power storage device 10. Note that the temperature sensor 12, the voltage sensor 13, and the current sensor 14 collectively indicate the temperature sensor, the voltage sensor, and the current sensor provided in the power storage device 10. That is, in practice, at least a part of the temperature sensor 12, the voltage sensor 13, and the current sensor 14 will be described in detail in terms of being generally provided.

Engine 18, motor generator MG 1, and motor generator MG 2 are mechanically connected via power split mechanism 22. Then, according to the traveling state of the hybrid vehicle 5, the driving force is distributed and combined among the three persons via the power split mechanism 22, and as a result, the drive wheels 24F are driven.

The power split mechanism 22 will be further described with reference to FIG. The power split mechanism 22 is constituted by a planetary gear including a sun gear 202, a pinion gear 204, a carrier 206, and a ring gear 208.

The pinion gear 204 engages with the sun gear 202 and the ring gear 208. The carrier 206 supports the pinion gear 204 so that it can rotate. Sun gear 202 is coupled to the rotation shaft of motor generator MG1. The carrier 206 is connected to the crankshaft of the engine 18. Ring gear 208 is connected to the rotation shaft of motor generator MG 2 and reduction gear 95.

The engine 18, the motor generator MG1 and the motor generator MG2 are connected via a power split mechanism 22 made of planetary gears, so that the rotational speeds of the engine 18, motor generator MG1 and motor generator MG2 are as shown in FIG. In the collinear diagram, the relationship is a straight line.

When the hybrid vehicle 5 is traveling, the power split mechanism 22 divides the driving force generated by the operation of the engine 18 into two parts, and distributes one of them to the motor generator MG1 side and the remaining part to the motor generator MG2. The driving force distributed from power split mechanism 22 to motor generator MG1 side is used for the power generation operation. On the other hand, the driving force distributed to the motor generator MG2 side is combined with the driving force generated by the motor generator MG2 and used to drive the drive wheels 24F.

As described above, in the hybrid vehicle 5, when the vehicle 18 travels using only the output of the motor generator MG2 with the engine 18 stopped (hereinafter, also referred to as “motor travel”), the engine 18 is operated to drive the engine 18 and the motor generator MG2. It is possible to select vehicle travel using both outputs (hereinafter also referred to as “hybrid travel”).

Referring to FIG. 1 again, the hybrid vehicle 5 further includes a power control unit 20. Power control unit 20 is configured to be capable of bi-directional power conversion between motor generator MG1 and motor generator MG2 and power storage device 10. Power control unit 20 includes a converter (CONV) 6, and an inverter (INV1) 8-1 and an inverter (INV2) 8-2 respectively associated with motor generators MG1 and MG2.

Converter (CONV) 6 is configured to be able to perform bidirectional DC voltage conversion between power storage device 10 and positive bus MPL that transmits the DC link voltage of inverters 8-1 and 8-2. That is, the input / output voltage of power storage device 10 and the DC voltage between positive bus MPL and negative bus MNL are boosted or lowered in both directions. The step-up / step-down operation in converter 6 is controlled according to switching command PWC from control device 100. A smoothing capacitor C is connected between the positive bus MPL and the negative bus MNL. The DC voltage between positive bus MPL and negative bus MNL is detected by voltage sensor 16.

Inverter 8-1 and inverter 8-2 perform bidirectional power conversion between DC power of positive bus MPL and negative bus MNL and AC power input / output to / from motor generators MG1 and MG2. Mainly, inverter 8-1 converts AC power generated by motor generator MG1 into DC power in response to switching command PWM1 from control device 100, and supplies the DC power to positive bus MPL and negative bus MNL. On the other hand, inverter 8-2 converts DC power supplied via positive bus MPL and negative bus MNL into AC power in accordance with switching command PWM2 from control device 100, and supplies the AC power to motor generator MG2. In other words, in hybrid vehicle 5, motor generator MG <b> 2 is configured to receive electric power from power storage device 10 and generate vehicle driving force. Motor generator MG1 is configured to generate charging power for power storage device 10 based on the output of engine 18.

Between the power storage device 10 and the power control unit 20, there is provided a system main relay 7 that is inserted and connected to the positive line PL and the negative line NL. The system main relay 7 is turned on / off in response to a relay control signal SE from the control device 100.

The control device 100 is typically an electronic control device mainly composed of a CPU (Central Processing Unit), a storage unit such as a RAM (Random Access Memory) and a ROM (Read Only Memory), and an input / output interface. (ECU: Electronic Control Unit) Then, control device 100 executes control related to vehicle travel and external charging by reading out and executing a program stored in advance in a ROM or the like from RAM. Note that at least a part of the ECU may be configured to execute predetermined numerical / logical operation processing by hardware such as an electronic circuit.

As an example of information input to the control device 100, FIG. 1 shows the temperature Tb, voltage Vb, and current Ib of the power storage device 10 from the monitoring unit 11 and the line between the positive bus MPL and the negative bus MNL. The system voltage Vh from the measured voltage sensor 16 is illustrated. As described above, since a secondary battery is typically applied as power storage device 10, hereinafter, battery temperature Tb, battery voltage Vb, and battery are described for temperature Tb, voltage Vb, and current Ib of power storage device 10. Also referred to as current Ib.

Further, the control device 100 continuously estimates the SOC of the power storage device 10. The SOC indicates the amount of charge (remaining charge amount) when the power storage device 10 is based on the fully charged state. As an example, the SOC is expressed as a ratio (0 to 100%) of the current charge amount to the full charge capacity. It is.

Here, a configuration for external charging will be described.
Hybrid vehicle 5 further includes a connector receiving unit 35 and an external charging unit 30 for charging power storage device 10 with an external power source.

When external charging is performed on power storage device 10, connector unit 3 is connected to connector receiving unit 35, so that power from an external power source is connected to external charging unit via positive charging line CPL and negative charging line CNL. 30. The connector receiving unit 35 includes a connection detection sensor 35a for detecting the connection state between the connector receiving unit 35 and the connector unit 3, and the control device 100 uses the connection signal CON from the connection detection sensor 35a to Detect that charging is possible with an external power supply. In the present embodiment, a case where a single-phase AC commercial power supply is used as an external power supply is illustrated.

The connector unit 3 typically constitutes a coupling mechanism for supplying an external power source such as a commercial power source to the hybrid vehicle 5. The connector unit 3 is connected to a charging station (not shown) provided with an external power source via a power line PSL made of a cabtire cable or the like. And the connector part 3 is electrically connected with the external charging part 30 mounted in the hybrid vehicle 5 by connecting with the hybrid vehicle 5 at the time of external charging. On the other hand, the hybrid vehicle 5 is provided with a connector receiving portion 35 connected to the connector portion 3 for receiving an external power supply.

External charging unit 30 is a device for receiving power from an external power source to charge power storage device 10 and is disposed between positive line PL and negative line NL and positive charge line CPL and negative charge line CNL. .

The external charging unit 30 includes a current control unit 30a and a voltage conversion unit 30b, and converts power from the external power source into power suitable for charging the power storage device 10. Specifically, the voltage conversion unit 30b is a device for converting the supply voltage of the external power source into a voltage suitable for charging the power storage device 10, and typically includes a winding transformer having a predetermined transformation ratio, And AC-AC switching regulator. Further, current control unit 30a rectifies the AC voltage after voltage conversion by voltage conversion unit 30b to generate a DC voltage, and controls the charging current supplied to power storage device 10 in accordance with the charging current command from control device 100. To do. The current control unit 30a typically includes a single-phase bridge circuit or the like. Note that the external charging unit 30 may be realized by an AC-DC switching regulator or the like instead of the configuration including the current control unit 30a and the voltage conversion unit 30b.

Note that, instead of the configuration shown in FIG. 1, the external power supply may be received by a configuration in which the external power supply and the vehicle are electromagnetically coupled in a non-contact manner to supply electric power. Specifically, it is possible to apply a configuration in which a primary coil is provided on the external power supply side, a secondary coil is provided on the vehicle side, and power is supplied using mutual inductance between the primary coil and the secondary coil. . Thus, in the application of the present invention, the configuration for external charging of the electric vehicle is not particularly limited.

As described above, in the hybrid vehicle 5, since the power storage device 10 can be externally charged, it is preferable in terms of energy efficiency that the engine 18 is kept running as much as possible. Therefore, the hybrid vehicle 5 travels by selecting one of two travel modes, an EV (Electric Vehicle) mode and an HV (Hybrid Vehicle) mode.

Hybrid vehicle 5 selects EV mode until the SOC of power storage device 10 falls below a predetermined mode determination value, and travels mainly using only the driving force from motor generator MG2. In this EV mode, since it is not necessary to maintain the SOC, basically, the power generation operation by motor generator MG1 receiving the driving force of engine 18 is not performed. The EV mode is intended to improve the fuel consumption rate by maintaining the engine 18 in a stopped state. However, when a driving force request such as rapid acceleration is given from the driver, When a request unrelated to the driving force request such as an air conditioning request is given, or when other conditions are satisfied, the engine 18 is allowed to start.

When the SOC of the power storage device 10 decreases to the mode determination value during the EV mode, the traveling mode is switched to the HV mode. In the HV mode, the power generation by motor generator MG1 is controlled such that the SOC of power storage device 10 is maintained within a predetermined control range. That is, the engine 18 also starts to operate in response to the start of power generation by the motor generator MG1. A part of the driving force generated by the operation of the engine 18 may be used for traveling of the hybrid vehicle 5.

In the HV mode, the control device 100 determines the rotational speed of the engine 18 and the amount of power generated by the motor generator MG1 based on the signals from the sensors, the traveling state, the accelerator opening, etc. so that the overall fuel efficiency is optimized. And a target value for the torque of motor generator MG2.

Furthermore, in the hybrid vehicle 5, the user can select the travel mode by operating the selection switch 26 provided in the vicinity of the driver's seat. That is, the user can forcibly select the HV mode or the EV mode by an operation input to the selection switch 26.

Regarding the correspondence between the embodiment of the present invention shown in FIG. 1 and the present invention, the power storage device 10 corresponds to a “power storage device”, the motor generator MG2 corresponds to a “rotating electric machine”, and the engine 18 corresponds to an “internal combustion engine”. The motor generator MG1 corresponds to a “power generation mechanism”. The “EV mode” corresponds to the “first travel mode”, and the “HV mode” corresponds to the “second travel mode”.

FIG. 4 is a functional block diagram illustrating travel control in the electric vehicle according to the first embodiment of the present invention. Note that each functional block described in FIG. 4 can be realized by executing software processing by the control device 100 in accordance with a preset program. Alternatively, a circuit (hardware) having a function corresponding to the functional block can be configured in the control device 100.

Referring to FIG. 4, state estimation unit 110 estimates the SOC of power storage device 10 based on battery data (Tb, Ib, Vb) from monitoring unit 11. For example, state estimating unit 110 sequentially calculates the SOC estimated value (#SOC) of power storage device 10 based on the integrated value of the charge / discharge amount of power storage device 10. The integrated value of the charge / discharge amount can be obtained by temporally integrating the product (power) of the battery current Ib and the battery voltage Vb. Alternatively, the estimated SOC value (#SOC) may be calculated based on the relationship between the open circuit voltage (OCV) and the SOC.

The current load estimation unit 120 calculates a current load parameter MP indicating the thermal load of the device due to the passage of the battery current Ib based on the battery current Ib. In the present embodiment, the current load parameter MP is reflected in the charge / discharge control of the power storage device 10, thereby generating heat from components of the electric system (components such as a reactor, a capacitor, and a switching element that constitute the power control unit 20). Control so that does not become excessive.

As shown in FIG. 5, in general, the thermal load of each device is designed by defining a limit line indicating an allowable time for the moving average value of the energized current. That is, according to the level of the energization current, an allowable time in which the current can be continuously energized is designed in advance, so that the load indicated by the product of the energization current and the energization time does not exceed the limit line. Charge / discharge of the power storage device 10 is limited as necessary.

In the electrical system shown in FIG. 1, the magnitude of the passing current of each device is in accordance with the magnitude of the battery current Ib. Therefore, the current load parameter MP is defined as a parameter for quantitatively evaluating the thermal load in each device due to the passage of the battery current Ib. The current load parameter MP is calculated by smoothing the temporal transition of the square value of the battery current Ib with a low-pass filter. For example, the current load parameter MP is calculated according to the following equation (1) for each constant control cycle by using a low-pass filter as a first-order lag system.

MP (n) = (K−1) / K · MP (n−1) + Ib ² (n) / K (1)
In Equation (1), MP (n) is a calculated value in the current control cycle, and MP (n−1) is a calculated value in the previous control cycle. Ib ² (n) is a square value of the battery current Ib in the current control cycle. The coefficient K is a value determined by a first-order delay time constant and a control cycle. The time constant increases as the coefficient K increases. The larger the time constant, the greater the change in the current load parameter MP with respect to the change in the square value of the battery current Ib. In order to evaluate the thermal load, it is preferable to set the time constant to a value smaller than usual when the current is large. Further, the time constant is set to a smaller value during heat dissipation (MP (n−1)> Ib ² (n)) than during heat generation (MP (n−1) <Ib ² (n)).

Referring to FIG. 4 again, traveling mode selection unit 205 is configured to select one of the HV mode and the EV mode according to the SOC of power storage device 10.

FIG. 6 shows an example of selection of the travel mode for the SOC transition in the hybrid vehicle 5.

Referring to FIG. 6, in hybrid vehicle 5, at the start of vehicle travel (time t1), power storage device 10 is externally charged to the vicinity of SOC upper limit value Smax. When the ignition switch is turned on and the traveling of the hybrid vehicle 5 is disclosed, the EV mode is selected because the SOC estimation value (#SOC) is higher than the mode determination value Sth. The SOC control range at each timing is a range from a control lower limit value SOCl to a control upper limit value SOCu. An intermediate value between the control lower limit SOCl and the control upper limit SOCu is the control center value SOCr. As described above, when the SOC falls below the control range, charging of the power storage device 10 while the vehicle is traveling is required.

The SOC of the power storage device 10 gradually decreases due to running in the EV mode. During the EV mode, the control center value SOCr of the SOC control range is set corresponding to the current SOC estimated value (#SOC). That is, in the EV mode, the SOC control range also decreases as the SOC decreases. As a result, during the EV mode, engine 18 is not started for the purpose of charging power storage device 10.

When the estimated SOC value (#SOC) decreases to the mode determination value Sth (time t2), the traveling mode shifts from the EV mode to the HV mode. When shifting to the HV mode, the control center value SOCr is set to a constant value for the HV mode. Thereby, the control lower limit SOCl is also kept constant. As a result, in the HV mode, when the SOC decreases, engine 18 (FIG. 1) starts to operate, and power storage device 10 is charged with the electric power generated by motor generator MG1. As a result, the SOC starts to increase and is maintained within the SOC control range (SOCl to SOCu).

When the HV mode is forcibly selected by operating the selection switch 26 during the EV mode (#SOC> Sth), the power storage device 10 is charged / discharged so as to maintain the SOC at that time. Be controlled. That is, the SOC control range is set such that control center value SOCr is fixed to the estimated SOC value (#SOC) when selector switch 26 is operated.

And when driving | running | working of the hybrid vehicle 5 is complete | finished, a driver | operator connects the connector part 3 (FIG. 1) to the hybrid vehicle 5, and external charging is started (time t3). As a result, the SOC of power storage device 10 increases.

Referring to FIG. 4 again, traveling mode selection unit 205 selects the EV mode during a period in which the SOC estimation value (#SOC) by state estimation unit 110 is higher than mode determination value Sth. On the other hand, when the estimated SOC value decreases to the mode determination value Sth during execution of the EV mode, traveling mode selection unit 205 switches the traveling mode from the EV mode to the HV mode. However, when the selection switch 26 is operated by the user, the traveling mode selection unit 205 forcibly selects the HV mode or the EV mode according to the user operation. The travel mode selection unit 205 outputs a travel mode signal MD indicating which one of the EV mode and the HV mode is selected.

The charge / discharge control unit 150 sets the input power upper limit value Win and the output power upper limit value Wout based on the state of the power storage device 10. As a general charge / discharge control, when the SOC estimated value (#SOC) decreases, the output power upper limit value Wout is limited from the default value, whereas when the SOC estimated value (#SOC) increases, the input power upper limit value Win becomes smaller. More limited than the default value. Further, when the battery temperature Tb is low or high, the input power upper limit value Win and the output power upper limit value Wout are suppressed as compared to the normal temperature.

Furthermore, the charge / discharge control unit 150 further sets the input power upper limit value Win and the output power upper limit value Wout, further reflecting the current load parameter MP by the current load estimation unit 120. For example, when the current load parameter MP is smaller than the determination value (threshold value) Mp, the charge / discharge control unit 150 does not limit the output power upper limit value Wout from the viewpoint of the current load (thermal load due to current). When MP exceeds determination value Mp, output power upper limit Wout is limited.

As is understood from the equation (1) for calculating the current load parameter MP, a certain time delay is required until the decrease in the battery current Ib is reflected in the current load parameter MP. Therefore. Once the current load parameter MP exceeds the determination value Mp, a certain time is required until the current load parameter MP decreases even if the battery current Ib decreases due to output power limitation from the power storage device 10. During this time, the output power upper limit value Wout is continuously limited.

Note that it is not essential to use all of the SOC of the power storage device 10, the battery temperature Tb, and the battery current Ib (current load parameter MP) for setting the input power upper limit value Win and the output power upper limit value Wout. Charging / discharging control unit 150 variably sets input power upper limit value Win and output power upper limit value Wout based on at least one of SOC of power storage device 10 and battery current Ib reflected in current load parameter MP. Configured.

Further, the charge / discharge control unit 150 determines whether or not the power storage device 10 needs to be charged while the vehicle is traveling. As described above, in the EV mode, a charge request for the power storage device 10 is not generated. In the HV mode, a charge request for power storage device 10 is generated according to the relationship between the estimated SOC value (#SOC) and the SOC control range (SOCl to SOCu).

Based on travel mode signal MD, current load parameter MP of power storage device 10 and estimated SOC value (#SOC), motor travel upper limit vehicle speed setting unit 210 sets upper limit vehicle speed VMmax in motor travel based only on the output of motor generator MG2. Set. Details of the setting of the upper limit vehicle speed VMmax will be described later.

The traveling control unit 200 calculates a vehicle driving force and a vehicle braking force necessary for the entire hybrid vehicle 5 according to a vehicle state of the hybrid vehicle 5 and a driver operation. The driver operation includes an amount of depression of an accelerator pedal (not shown), a position of a shift lever (not shown), an amount of depression of a brake pedal (not shown), and the like.

The traveling control unit 200 controls output distribution between the motor generators MG1 and MG2 and the engine 18 so as to realize the requested vehicle driving force or vehicle braking force. According to this output distribution control, an output request to motor generators MG1 and MG2 and an output request to engine 18 are determined. As part of the output distribution control, either motor traveling or engine traveling is selected. Furthermore, the output request to motor generators MG1 and MG2 is set after restricting charging / discharging of power storage device 10 within a power range (Win to Wout) where power storage device 10 can be charged / discharged. Is done. That is, when the output power of power storage device 10 cannot be secured, the output from motor generator MG2 is limited.

The distribution unit 250 calculates the torque and rotation speed of the motor generators MG1 and MG2 in response to the output request to the motor generators MG1 and MG2 set by the travel control unit 200. A control command for torque and rotation speed is output to inverter control unit 260, and at the same time, a control command value for DC voltage Vh is output to converter control unit 270.

Meanwhile, the distribution unit 250 generates an engine control instruction indicating the engine power and the engine target rotational speed determined by the travel control unit 200. In accordance with this engine control instruction, fuel injection, ignition timing, valve timing, etc. of the engine 18 (not shown) are controlled.

Inverter control unit 260 generates switching commands PWM1 and PWM2 for driving motor generators MG1 and MG2 in accordance with a control command from distribution unit 250. The switching commands PWM1 and PWM2 are output to inverters 8-1 and 8-2, respectively.

Converter control unit 270 generates switching command PWC such that DC voltage Vh is controlled according to the control command from distribution unit 250. The charge / discharge power of power storage device 10 is controlled by voltage conversion of converter 6 in accordance with switching command PWC.

In this way, traveling control of the hybrid vehicle 5 with improved energy efficiency is realized in accordance with the vehicle state and driver operation.

The selection of motor travel and hybrid travel by the travel control unit 200 will be described in detail with reference to FIG.

Referring to FIG. 7, the horizontal axis indicates the vehicle speed V of the hybrid vehicle 5, and the vertical axis indicates the drive torque T. The maximum output line 300 of the hybrid vehicle 5 is defined by the vehicle speed V and the drive torque T.

The maximum output line 300 includes a straight line T = Tmax (upper limit torque), a straight line V = Vmax (upper limit vehicle speed), and a curve in a region where T <Tmax and V <Vmax. The curved portion of the maximum output line 300 corresponds to the upper limit output power.

For each of the HV mode and the EV mode,

maximum output lines

340 and 350 for motor travel are defined. Similarly to maximum output line 300, each of

maximum output lines

340 and 350 includes a straight line portion that defines upper limit torque TMmax and upper limit vehicle speed VMmax in motor travel, and a curve portion that defines upper limit output power.

In the HV mode, when the operating point (vehicle speed, torque) of the hybrid vehicle 5 is inside the maximum output line 340, the motor driving is selected, and the vehicle driving force is ensured only by the output of the motor generator MG. On the other hand, when the operating point of the hybrid vehicle 5 is outside the maximum output line 340, the vehicle driving force is ensured by the hybrid travel that starts the engine 18.

In the HV mode in which the SOC is maintained, the motor travel region is set relatively narrow in order to drive the engine 18 in the engine high efficiency region. On the other hand, in the EV mode, the maximum output line 350 is set relatively wide in order to positively select motor travel.

For example, in the HV mode, hybrid travel is selected at each of the operating points 302 to 306. On the other hand, in the EV mode, at the operating point 302, motor travel is selected. However, even in the EV mode, at the operating point 304 where the output torque demand has increased from the operating point 302, the hybrid vehicle is selected because it is outside the maximum output line 350. That is, the engine 18 is started.

Further, when the vehicle speed increases from the operating point 302 to the operating point 306, V> VMmax is satisfied, and the vehicle is outside the maximum output line 350, so that hybrid travel is selected. That is, when vehicle speed V exceeds motor travel upper limit vehicle speed VMmax, start of engine 18 is instructed and hybrid travel is selected. As a result, motor travel in a region exceeding the motor travel upper limit vehicle speed VMmax is avoided. That is, the continuation of the motor running with the output of motor generator MG2 further increased is prohibited.

Motor generators MG1 and MG2 (rotary electric machines) have low efficiency because iron loss increases in the high rotation speed region. In addition, since the running resistance increases at high vehicle speeds, it is likely to be in a high load state. For this reason, in motor driving at a high vehicle speed, the energy efficiency (fuel consumption) of the hybrid vehicle 5 deteriorates, and the current for obtaining the same output, that is, the battery current Ib increases. Therefore, by setting the motor travel upper limit vehicle speed VMmax, the vehicle travel is controlled so as to avoid continuous motor travel in the high speed region.

FIG. 8 is a conceptual diagram illustrating the setting of the motor traveling upper limit vehicle speed in the electric vehicle according to the first embodiment.

Referring to FIG. 8, a maximum output line 350 for motor travel in the EV mode defines a linear portion that defines upper limit torque TMmax and upper limit vehicle speed VMmax, and an upper limit output power in a range of T <TMmax and V <VMmax. Consists of curved parts. The curved portion changes according to output power upper limit value Wout of power storage device 10. Specifically, when the output power upper limit value Wout is limited, a region inside the maximum output line 350, that is, a region where motor travel is selected is narrowed.

Particularly, when the output power upper limit value Wout is limited due to an increase in the current load parameter MP, there is a possibility that the engine 18 is started frequently while the EV mode is selected because the SOC has a margin. Thereby, there is a concern about a decrease in energy efficiency of the hybrid vehicle 5.

In the electric vehicle (plug-in hybrid vehicle) according to the first embodiment, the motor travel upper limit vehicle speed setting unit 210 changes the motor travel upper limit vehicle speed VMmax according to the state of the power storage device 10. As a result, the frequency with which the output power upper limit Wout is limited is reduced.

FIG. 9 is a conceptual diagram illustrating the setting of the motor traveling upper limit vehicle speed with respect to the current load parameter.

Referring to FIG. 9, the horizontal axis ΔMP is a difference with respect to the threshold value Mt at which the limitation of the output power upper limit value Wout for the current load parameter MP is started. That is, ΔMP = Mt−MP.

When ΔMP> M1, that is, when the current load parameter MP is sufficiently small, the upper limit vehicle speed VMmax is set to a default value. On the other hand, as the current load parameter MP increases and approaches the threshold value Mt, the motor travel upper limit vehicle speed VMmax is decreased stepwise. By creating a map corresponding to FIG. 9 in advance, the motor travel upper limit vehicle speed VMmax can be set corresponding to the current load parameter MP. Alternatively, the motor travel upper limit vehicle speed VMmax may be decreased continuously corresponding to the decrease in ΔMP.

FIG. 10 is a conceptual diagram illustrating the setting of the motor traveling upper limit vehicle speed with respect to the SOC of the power storage device 10.

Referring to FIG. 10, the horizontal axis represents the estimated SOC value (#SOC) calculated by state estimation unit 110. In a region where SOC is high (#SOC> S1), upper limit vehicle speed VMmax is set to a default value. On the other hand, when #SOC is lower than determination value S1, motor traveling upper limit vehicle speed VMmax is decreased stepwise in response to the decrease in SOC. By creating a map corresponding to FIG. 10 in advance, motor traveling upper limit vehicle speed VMmax can be set corresponding to the estimated SOC value (#SOC). Note that the motor travel upper limit vehicle speed VMmax may be continuously decreased with respect to the decrease in the SOC.

FIG. 11 shows an example of the vehicle speed limit of the hybrid vehicle 5 during continuous motor travel in the EV mode.

Referring to FIG. 11, as the motor travel continues, the estimated SOC value (#SOC) gradually decreases with time. Due to the continuous discharge of the power storage device 10 as the motor travels, the current load parameter MP also gradually increases according to the battery current Ib.

The motor traveling upper limit vehicle speed VMmax (1) corresponding to the current load parameter MP is sequentially set according to the map shown in FIG. Similarly, motor traveling upper limit vehicle speed VMmax (2) corresponding to the estimated SOC value (#SOC) is sequentially set according to the map shown in FIG. In each control cycle, the minimum value of VMmax (1) and VMmax (2) is set to the motor travel upper limit vehicle speed VMmax.

The VMmax (1) decreases at each of the times t1, t3, t4, and t5 according to the increase in the current load parameter MP. On the other hand, VMmax (2) decreases at times t2 and t6 in accordance with the decrease in estimated SOC value (#SOC). Since the motor travel upper limit vehicle speed VMmax decreases due to the decrease in VMmax (1) or VMmax (2), the vehicle speed of the hybrid vehicle 5 is also gradually limited and decreases.

When the current load parameter MP reaches the threshold value Mt at time t7, the output power upper limit value Wout is lowered. As a result, the engine 18 is started and a transition is made from motor travel to hybrid travel. In hybrid travel, the output from motor generator MG2 decreases. As a result, the output power from the power storage device 10 and the battery current Ib also decrease. As a result, the current load parameter MP starts to decrease.

In order to prevent the engine 18 from starting and stopping frequently, a hysteresis is provided in the determination for shifting to the motor running again. Then, the hybrid travel is selected until the current load parameter MP is sufficiently decreased and the limitation of the output power upper limit value Wout is released or the vehicle speed and / or drive torque of the hybrid vehicle 5 is decreased.

In the traveling control in which the motor traveling upper limit vehicle speed VMmax is fixed, it is predicted that the current load parameter MP reaches the threshold value Mt earlier than the example illustrated in FIG. Once the output power upper limit value Wout is limited, the starting frequency of the engine 18 may increase thereafter. That is, in hybrid vehicle 5 according to the present embodiment, by changing (decreasing) motor traveling upper limit vehicle speed VMmax according to the state of power storage device 10, the period during which output power from power storage device 10 can be secured can be extended. It is understood that

FIG. 12 shows a processing procedure of travel control in the electric vehicle (hybrid vehicle 5) according to the embodiment of the present invention. The processing of each step shown in FIG. 12 can be realized by the control device 100 executing a predetermined program stored in advance or operating a dedicated electronic circuit. The series of control processes shown in FIG. 12 are repeatedly executed at regular control cycles.

Referring to FIG. 12, control device 100 estimates the SOC of power storage device 10 in step S100. That is, in step S100, the estimated SOC value (#SOC) is calculated by the same function as that of state estimation unit 110 in FIG. Thereby, control device 100 acquires the state of charge of power storage device 10.

In step S110, the control device 100 acquires the battery current Ib. Further, in step S110, a current load parameter MP based on the battery current Ib is calculated according to the above (1). That is, the processing in step S110 corresponds to the function of the current load estimation unit 120 in FIG.

Control device 100 sets input power upper limit value Win and output power upper limit value Wout of power storage device 10 in step S120. That is, in step S120, the input power upper limit value Win and the output power upper limit value Wout are variably set by the same function as the charge / discharge control unit 150 in FIG. As described above, when the current load parameter MP exceeds the threshold value Mt, the input power upper limit value Win and the output power upper limit value Wout are limited. Further, in step S140, control device 100 selects the travel mode of hybrid vehicle 5 as either the HV mode or the EV mode based mainly on the SOC of power storage device 10.

Control device 100 sets motor travel upper limit vehicle speed VMmax of hybrid vehicle 5 according to the state of power storage device 10 in step S150.

FIG. 13 is a flowchart for explaining in detail the processing in step S150 of FIG.
Referring to FIG. 13, in step S152, control device 100 determines whether or not the traveling mode is the EV mode. When in the EV mode (YES in S152), control device 100 advances the process to step S154. In step S154, the motor travel upper limit vehicle speed VMmax (1) is set according to the current load parameter MP according to the characteristics of FIG. Further, in step S155, control device 100 sets motor travel upper limit vehicle speed VMmax (2) according to the estimated SOC value (#SOC) in accordance with the characteristics of FIG.

Then, in step S156, control device 100 sets the minimum value of motor travel upper limit vehicle speed VMmax (1) and VMmax (2) as motor travel upper limit vehicle speed VMmax.

On the other hand, when in the HV mode (when NO is determined in S152), control device 100 sets motor travel upper limit vehicle speed VMmax for HV mode in step S158. As described above, in the HV mode, the vehicle travels so as to keep the SOC of power storage device 10 constant, that is, without actively using battery power. Therefore, in general, motor travel upper limit vehicle speed VMmax in HV mode is fixed to a constant value with respect to the state of power storage device 10.

Referring to FIG. 12 again, in step S160, control device 100 controls output distribution between motor generators MG1, MG2 and engine 18 by the same function as travel control unit 200 in FIG. In the output distribution control in step S160, the motor output maximum output line 350 is set reflecting the motor drive upper limit vehicle speed VMmax set in step S150. Then, according to the

maximum output lines

340 and 350, selection of motor travel and engine travel, that is, whether or not the engine 18 is required to be operated is determined. Further, an output request to motor generators MG1 and MG2 and an output request to engine 18 are determined. Thus, the above-described travel control for avoiding motor travel in a region exceeding the motor travel upper limit vehicle speed VMmax is realized.

In step S170, control device 100 controls engine 18 and motor generators MG1 and MG2 in accordance with the engine control command, MG1 control command, and MG2 control command, respectively, according to the output distribution control in step S160.

As described above, in the electric vehicle (hybrid vehicle 5) according to the first embodiment, in the EV mode in which the electric power of power storage device 10 is actively used, upper limit vehicle speed VMmax of motor travel is set to the state of power storage device 10 (SOC and current load). it can be variably set according to the parameter MP). This ensures a longer period during which the vehicle can travel without being limited by the output power upper limit value Wout by the SOC and / or the current load parameter MP, as compared with the travel control that fixes the motor travel upper limit vehicle speed VMmax.

As a result, the area that can be handled by the motor running relative to the driver's acceleration request is relatively wide, so that the engine running can be suppressed and the motor running can be applied for a long time. That is, since the operation frequency of the engine 18 in the EV mode can be reduced, it is possible to avoid the deterioration of the emission and to travel with high energy efficiency.

In the present embodiment, the motor travel upper limit vehicle speed VMmax has been described as being set using both the SOC of the power storage device 10 and the current load parameter MP. From the viewpoint of device protection, the limitation on the output power upper limit value Wout tends to be stricter due to the limitation by the current load parameter MP. In addition, when the output restriction based on the current load parameter MP is started, even if the battery current Ib decreases, a certain time delay occurs until the output restriction is released. Therefore, it is possible to set motor traveling upper limit vehicle speed VMmax only in accordance with current load parameter MP. In this case, the process of step S155 is omitted in the flowchart of FIG. 13, and VHmax = VHmax (1) may be set in step S156.

However, if the motor travel upper limit vehicle speed VMmax is set in consideration of the SOC as described above, it is expected that the number of scenes where the output power upper limit value Wout is limited is reduced. That is, the effect of this embodiment can be enjoyed more reliably.

FIG. 14 shows a preferable setting example of the motor traveling upper limit vehicle speed in the electric vehicle according to the first embodiment.

Referring to FIG. 14, the relationship between the motor travel upper limit vehicle speed VMmax (EV) in the EV mode and the motor travel upper limit vehicle speed VMmax (HV) in the HV mode may be set so as to be reversed from FIG.

That is, the motor travel upper limit vehicle speed VMmax (EV) in the EV mode, which is variably set according to the state of the power storage device 10, is preferably set lower than the motor travel upper limit vehicle speed VMmax (HV) in the HV mode.

In this way, in the HV mode where the operating frequency of the engine 18 is originally high, an opportunity to charge the power storage device 10 is provided in a region where the engine efficiency is high. Therefore, by allowing the motor to travel to the high vehicle speed region, the hybrid vehicle 5 can increase the overall energy efficiency.

On the other hand, in the EV mode where recovery of the SOC cannot be expected, the motor traveling upper limit vehicle speed VMmax is set to be relatively low so as to prevent the output power upper limit value Wout from being limited. Thereby, since the operation frequency of the engine 18 in EV mode can be reduced, the merit of EV mode, such as emission reduction and fuel consumption improvement, can be enjoyed reliably.

[Embodiment 2]
In the second embodiment, an electric vehicle is shown as another example of the electric vehicle according to the embodiment of the present invention.

FIG. 15 is a schematic block diagram showing a schematic configuration of an electric vehicle (electric vehicle) 5 # according to the second embodiment of the present invention.

Referring to FIG. 15, in the electric vehicle 5 #, the arrangement of the engine 18 and the power split mechanism 22 is omitted and the motor generator MG and the inverter 8 are compared with the configuration of the hybrid vehicle 5 shown in FIG. one by one is provided points. The output of motor generator MG is used to drive drive wheel 24F. A reduction gear (not shown) may be further provided between motor generator MG and drive wheel 24F. Thus, electric vehicle 5 # shown in FIG. 15 travels only by motor travel using the electric power from power storage device 10.

FIG. 16 shows the maximum output line 300 of the electric vehicle 5 #. Maximum output line 300 is the same as the maximum output line of motor generator MG. Maximum output line 300 includes a straight line portion that defines upper limit torque TMmax and upper limit vehicle speed VMmax of motor generator MG, and a curve portion that defines the upper limit output power.

Therefore, in electric vehicle 5 #, when the output power of power storage device 10 is limited, that is, when output power upper limit value Wout is lower than the normal value, it becomes difficult to ensure vehicle driving torque. For this reason, the acceleration performance in response to the driver's acceleration request (accelerator operation) may be reduced, and drivability may be reduced.

Therefore, in electric vehicle 5 #, similarly to motor traveling upper limit vehicle speed VMmax in the first embodiment, upper limit vehicle speed Vmax is changed according to the state of power storage device 10 (SOC and current load parameter MP). That is, upper limit vehicle speed Vmax (= VMmax) of electric vehicle 5 # is variably set by motor travel upper limit vehicle speed setting unit 210 shown in FIG.

The upper limit vehicle speed Vmax (= VMmax) in the electric vehicle 5 # acts as a speed limiter. That is, when the vehicle speed V> Vmax, the continuation of the vehicle traveling with the output of motor generator MG2 further increased is prohibited. Preferably, output of vehicle driving force by motor generator MG is prohibited. As a result, motor traveling in a region exceeding the motor traveling upper limit vehicle speed VMmax can be avoided.

As a result, in the region where the vehicle speed V> Vmax, the output power and the battery current from the power storage device 10 are reduced. Therefore, it is possible to reduce the current load parameter MP. That is, when the load on power storage device 10 increases, it is possible to avoid limiting output power upper limit value Wout by reducing the load on power storage device 10 in response to applying a speed limiter. As a result, it can be expected to ensure a longer period during which the vehicle can travel without being limited by the output power upper limit value Wout, as compared with the travel control that fixes the upper limit vehicle speed Vmax (= VMmax).

Also in the second embodiment, the upper limit vehicle speed Vmax (= VMmax) of the electric vehicle 5 # can be set to the motor travel upper limit vehicle speed VMmax according to only the current load parameter MP.

Further, the traveling control of the electric vehicle (electric vehicle 5 #) of the second embodiment can be realized with a configuration in which the traveling mode selection unit 205 and the distribution unit 250 that are essentially unnecessary in FIG. 4 are deleted. In electrically powered vehicle (electric vehicle 5 #) of the second embodiment, traveling control unit 200 follows control command for motor generator MG in accordance with maximum output line 300 reflecting upper limit vehicle speed VMmax set by motor traveling upper limit vehicle speed setting unit 210. to generate. At this time, the control command is generated so that the input / output power of power storage device 10 falls within the range of input power upper limit value Win to output power upper limit value Wout.

Furthermore, inverter control unit 260 generates a switching command for inverter 8 in accordance with the control command for motor generator MG. Converter control unit 270 generates a switching command for converter 6 so as to control charge / discharge power of power storage device 10 by controlling DC voltage Vh according to the voltage command value.

Alternatively, in the travel control of the electric vehicle (electric vehicle 5 #) of the second embodiment, the process of step S140 is omitted in the flowchart of FIG. 12, and the electric vehicle 5 # is controlled according to the motor travel upper limit vehicle speed VMmax by step S150. This can be realized by setting the upper limit vehicle speed Vmax. Furthermore, in step S160, a control command for motor generator MG is generated according to maximum output line 300 reflecting upper limit vehicle speed VMmax. In step S170, motor generator MG can be controlled in accordance with this control command.

The configuration of power control unit 20 is not limited to the configuration illustrated in FIGS. 1 and 15, and may be any configuration as long as it is a configuration for driving motor generators MG and MG2 by the power of power storage device 10. check to describe that it is applicable to. Further, it will be described in a definite manner that the configuration of the drive systems of hybrid vehicle 5 and electric vehicle 5 # is not limited to the examples shown in FIGS. Similarly, if the hybrid vehicle 5 is configured to generate the charging power of the power storage device by the engine output, a “power generation mechanism” different from the motor generator MG1 of FIG. 1 can be applied.

In addition, any other parameter reflecting the battery current Ib can be applied instead of the current load parameter MP. In short, any state quantity or parameter relating to the power storage device 10 that is reflected in the limitation of the output power upper limit value Wout can be used instead of the current load parameter MP. By changing the upper limit vehicle speed during vehicle travel using only the rotating electrical machine (motor generators MG, MG2) in accordance with such parameters, the output power upper limit value Wout is similar to the travel control of the electric vehicle described above. This is because the limited period can be reduced.

Further, in the electric vehicle to which the variable setting of the motor travel upper limit vehicle speed VMmax according to the present embodiment is applied, if it is possible to avoid motor travel in a region exceeding the motor travel upper limit vehicle speed VMmax, the first embodiment. Also, the fact that the travel control different from the travel control exemplified in 2 and 2 can be applied will be described in a confirming manner.

The embodiment disclosed this time should be considered as illustrative in all points and not restrictive. The scope of the present invention is defined by the terms of the claims, rather than the description above, and is intended to include any modifications within the scope and meaning equivalent to the terms of the claims.

The present invention can be applied to an electric vehicle that can travel only with the output of a rotating electrical machine that uses the electric power of the in-vehicle power storage device.

3 connector part, 5 hybrid vehicle, 5 # electric vehicle, 6 converter, 7 system main relay, 8 inverter, 10 power storage device, 11 monitoring unit, 12 temperature sensor, 13, 16 voltage sensor, 14 current sensor, 18 engine, 20 Power control unit, 22 power split mechanism, 24F drive wheel, 26 selection switch, 30 external charging unit, 30a current control unit, 30b voltage conversion unit, 35 connector receiving unit, 35a connection detection sensor, 95 speed reducer, 100 control device ( ECU), 110 state estimation unit, 120 current load estimation unit, 150 charge / discharge control unit, 200 travel control unit, 202 sun gear, 204 pinion gear, 205 travel mode selection unit, 206 carrier, 208 ring gear, 210 motor travel upper limit car Setting unit, 250 distribution unit, 260 inverter control unit, 270 converter control unit, 300 maximum output line (vehicle), 302, 304, 306 operating point, 340 maximum output line (motor running / HV mode), 350 maximum output line ( Motor running / EV mode), C smoothing capacitor, CNL negative charging line, CON connection signal, CPL positive charging line, Ib battery current, K annealing factor, MD running mode signal, MG, MG2 motor generator (rotary electric machine), MG1 Motor generator (power generation mechanism), MP current load parameter, Mt threshold, PWC, PWM1, PWM2 switching command, SE relay control signal, SOCl to SOCu SOC control range, SOCr control center value, Smax SOC upper limit value, Smin SOC lower limit value , St Mode judgment value, T vehicle drive torque, TMmax upper limit torque (motor driving), Tb battery temperature, V vehicle speed, VMmax motor driving upper limit vehicle speed, Vb battery voltage, Vh system voltage, Vmax upper limit vehicle speed (vehicle), Win input power upper limit value , Wout Output power upper limit value.

Claims

A rotating electrical machine (MG2, MG) for generating vehicle driving force;
A power storage device (10) mounted on the vehicle;
A power control unit (20) for performing power conversion between the power storage device and the rotating electrical machine;
A control device (100) for controlling vehicle travel,
The controller is
An upper limit vehicle speed for variably setting a vehicle upper limit vehicle speed (VMmax) based only on the output of the rotating electrical machine based on at least one of the state of charge (SOC) of the power storage device and the output current (Ib) of the power storage device An electric vehicle including a setting unit (210).
When the upper limit vehicle speed (VMmax) is variably set based on the SOC indicating the state of charge, the upper limit vehicle speed setting unit (210) is configured such that when the SOC is low, the upper limit vehicle speed setting unit (210) is higher than when the SOC is high. When the vehicle speed is set low and the upper limit vehicle speed (VMmax) is variably set based on the output current (Ib), the upper limit vehicle speed is set when the output current is large compared to when the output current is small. The electric vehicle according to claim 1, wherein the electric vehicle is set low.
The controller is
When the vehicle speed (V) exceeds the upper limit vehicle speed, a travel control unit for controlling the vehicle travel so as to prohibit the continuation of the vehicle travel only by the output of the rotating electrical machine further increasing the output of the rotating electrical machine ( 200). The electric vehicle according to claim 1 or 2, further comprising: 200).
The control device (100)
A charge state estimation unit (110) for calculating an estimated SOC value (#SOC) of the power storage device based on an output of a sensor (12-14) disposed in the power storage device (10);
A current load estimation unit (120) for calculating a current load parameter (MP) indicating a thermal load of the device due to the passage of the output current, based on the output current (Ib) of the power storage device;
A charge / discharge control unit (150) for variably setting an output power upper limit value (Wout) of the power storage device based on the calculated SOC estimated value and the current load parameter;
The electric vehicle according to claim 1, wherein the upper limit vehicle speed setting unit (210) variably sets the upper limit vehicle speed (VMmax) based on at least the calculated current load parameter.
The upper limit vehicle speed setting unit (210) is variable according to the first upper limit speed (VMmax (1)) set variably according to the current load parameter (MP) and the estimated SOC value (#SOC). The electric vehicle according to claim 4, wherein the upper limit vehicle speed (VMmax) is set in accordance with a minimum value of a second upper limit speed (VMmax (2)) set to.
An internal combustion engine (18) for generating vehicle driving force;
A power generation mechanism (MG1) configured to generate charging power for the power storage device (10) by the output of the internal combustion engine;
An external charging unit (30) for charging the power storage device with a power source external to the vehicle;
The control device (100)
A first traveling mode in which the internal combustion engine and the rotating electrical machine are used to travel mainly by the output of the rotating electrical machine (MG2) regardless of the SOC of the power storage device, depending on the state of charge of the power storage device; A travel mode selection unit (205) for selecting one of the second travel mode using the internal combustion engine and the rotating electrical machine so as to travel while maintaining the SOC of the power storage device within a predetermined control range; ,
In the first traveling mode, when the torque and the vehicle speed of the electric vehicle are within the first region (350), the vehicle travels only with the output of the rotating electrical machine (MG2), while in the first region, A travel control unit (200) for controlling the rotating electrical machine and the internal combustion engine so as to travel by the outputs of both the rotating electrical machine and the internal combustion engine when external,
The first region is set to reflect the upper limit vehicle speed (VMmax) by the upper limit vehicle speed setting unit (210), and any one of claims 1, 2, 4 and 5 The electric vehicle according to claim 1.
In the second travel mode, the control device (100) travels by the output of only the rotating electrical machine (MG2) when the torque and vehicle speed of the electric vehicle are within the second region (340). Thus, when it is outside the second region, it travels by the outputs of both the rotating electrical machine and the internal combustion engine (18), and when the SOC of the power storage device falls below the control range, the power generation mechanism Controlling the rotating electrical machine and the internal combustion engine to generate charging power for the power storage device;
The electric vehicle according to claim 6, wherein an upper limit vehicle speed of said second region is set regardless of a state of said power storage device.
The electric vehicle is an electric vehicle (5 #) that uses only the rotating electrical machine (MG) as a generation source of the vehicle driving force,
The control device (100)
The vehicle further includes a travel control unit (200) for prohibiting the output of the vehicle driving force by the rotating electrical machine while the vehicle speed (V) exceeds the upper limit vehicle speed (VMmax) by the upper limit vehicle speed setting unit (210). The electric vehicle according to any one of claims 1, 2, 4, and 5.
A rotating electrical machine (MG2, MG) for generating vehicle driving force, a power storage device (10), and a power control unit (20) for performing power conversion between the power storage device and the rotating electrical machine. A method for controlling an electric vehicle (5, 5 #),
Acquiring the state of charge of the power storage device and the output current (Ib) of the power storage device (S100, S110);
And a step (S150) of variably setting an upper limit vehicle speed (VMmax) for vehicle travel based only on the output of the rotating electrical machine based on at least one of the state of charge and the output current.
In the setting step (S150), when the upper limit vehicle speed (VMmax) is variably set based on the state of charge, the upper limit vehicle speed is set lower when the SOC is lower than when the SOC is high. When the upper limit vehicle speed (VMmax) is variably set based on the output current (Ib), the upper limit vehicle speed is set lower when the output current is larger than when the output current is small. The method for controlling an electric vehicle according to claim 9.
When the vehicle speed (V) exceeds the upper limit vehicle speed, a step of controlling the vehicle travel so as to prohibit the continuation of the vehicle travel only by the output of the rotating electrical machine, further increasing the output of the rotating electrical machine (S160). The method for controlling an electric vehicle according to claim 9 or 10, further comprising:
The obtaining step (S100, S110) includes:
Calculating an estimated SOC value (#SOC) of the power storage device based on the output of the sensor (12-14) disposed in the power storage device (10);
Calculating a current load parameter (MP) indicating a thermal load of the device due to the passage of the output current based on the output current (Ib) of the power storage device (S110),
The control method is:
Based on the calculated SOC estimated value and the current load parameter, the method further includes a step (S120) of variably setting an output power upper limit value (Wout) of the power storage device,
The method for controlling an electric vehicle according to claim 9, wherein the step of setting the upper limit vehicle speed (S150) variably sets the upper limit vehicle speed (VMmax) based on at least the calculated current load parameter. .
The step of setting the upper limit vehicle speed (S150) includes:
A step of variably setting the first upper limit speed (VMmax (1)) according to the current load parameter (MP) (S154);
Setting the second upper limit speed (VMmax (2)) to be variable in accordance with the estimated SOC value (#SOC) (S155);
The method for controlling an electric vehicle according to claim 12, further comprising a step (S156) of setting the upper limit vehicle speed (VMmax) according to a minimum value of the first upper limit speed and the second upper limit speed.
The electric vehicle (5) includes an internal combustion engine (18) for generating vehicle driving force, and a power generation mechanism (MG1) configured to generate charging power for the power storage device (10) by the output of the internal combustion engine. And an external charging unit (30) for charging the power storage device with a power source external to the vehicle,
The control method is:
A first traveling mode in which the internal combustion engine and the rotating electrical machine are used to travel mainly by the output of the rotating electrical machine (MG2) regardless of the SOC of the power storage device, depending on the state of charge of the power storage device; Selecting one of the second traveling mode using the internal combustion engine and the rotating electrical machine so as to travel while maintaining the SOC of the power storage device within a predetermined control range (S140);
In the first traveling mode, when the torque and the vehicle speed of the electric vehicle are within the first region (350), the vehicle travels only with the output of the rotating electrical machine (MG2), while in the first region, A step (S160) of controlling the rotating electrical machine and the internal combustion engine so as to travel by the outputs of both the rotating electrical machine and the internal combustion engine when the engine is external;
The first region according to any one of claims 9, 10, 12, and 13, wherein the first region is set to reflect the upper limit vehicle speed (VMmax) that is variably set. The control method of the electric vehicle as described.
In the control step (S160), in the second traveling mode, when the torque and the vehicle speed of the electric vehicle are within the second region (340), the vehicle travels by the output of only the rotating electrical machine (MG2). On the other hand, when the vehicle is outside the second region, the vehicle travels by the outputs of both the rotating electrical machine and the internal combustion engine (18), and when the remaining capacity of the power storage device falls below the control range, the power generation Controlling the rotating electrical machine and the internal combustion engine so as to generate charging power for the power storage device by a mechanism;
The electric vehicle control method according to claim 14, wherein an upper limit vehicle speed of the second region is set regardless of a state of the power storage device.
The electric vehicle is an electric vehicle (5 #) that uses only the rotating electrical machine (MG) as a generation source of the vehicle driving force,
The control method is:
The vehicle further includes a step (S160) of controlling vehicle travel so as to prohibit the output of vehicle driving force by the rotating electrical machine when the vehicle speed (V) exceeds the upper limit vehicle speed (VMmax). 14. The method for controlling an electric vehicle according to any one of items 9, 10, 12, and 13.